Thermal management system

Abstract

The invention discloses a heat management system which comprises a compressor, a first heat exchanger, a throttling device, a second heat exchanger, a third heat exchanger, a fourth heat exchanger, a fifth heat exchanger, a first valve, a second valve and a third valve. The first port can communicate with an outlet of the third heat exchanger and the fifth connector, the second port can communicate with an inlet of the fourth heat exchange part, the third port can communicate with the fourth connector, the fourth port can communicate with an outlet of the fourth heat exchange part, the fifth port can communicate with the first port, and the second port can communicate with an inlet of the fourth heat exchanger. The third port can be communicated with an inlet of the second heat exchange part, the fourth port can be communicated with the second interface, the fifth port can be communicated with an inlet of the fifth heat exchanger, the sixth port can be communicated with an inlet of the fourth heat exchange part, the first interface can be communicated with an outlet of the second heat exchange part, and the third interface can be communicated with an inlet of the third heat exchanger; the sixth connector and an outlet of the fifth heat exchanger can communicate with an inlet of the second heat exchange part. According to the thermal management system, the number of the valves is small, the integration degree is high, and the occupied space is small.

Description

Technical Field

[0001] This application relates to a thermal management system, belonging to the field of thermal management technology. Background Technology

[0002] A vehicle's (e.g., an electric vehicle) thermal management system can regulate the ambient temperature inside the passenger compartment and manage the thermal properties of the battery.

[0003] In related technologies, the thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes an evaporator and a condenser, while the coolant system includes passenger cabin cooling branches and passenger cabin heating branches. The thermal management system connects some branches to the evaporator or condenser through at least two four-way valves and five three-way valves to meet various mode requirements. However, this thermal management system has a large number of valves and pipes, resulting in a large space occupation. Summary of the Invention

[0004] The purpose of this application is to provide a thermal management system with high integration and small footprint.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] A thermal management system includes a compressor, a first heat exchanger, a throttling device, and a second heat exchanger. The first heat exchanger includes a first heat exchange section and a second heat exchange section, and the second heat exchanger includes a third heat exchange section and a fourth heat exchange section. The first heat exchange section and the third heat exchange section are used for the flow of refrigerant, and the second heat exchange section and the fourth heat exchange section are used for the flow of coolant.

[0007] The thermal management system includes a third heat exchanger, a fourth heat exchanger, a fifth heat exchanger, a first valve, a second valve, a third valve, a first pump, and a second pump. The first valve has a first port, a second port, a third port, a fourth port, and a fifth port. The second valve has a first port, a second port, a third port, a fourth port, a fifth port, and a sixth port. Each of the third valves has a first interface, a second interface, a third interface, a fourth interface, a fifth interface, and a sixth interface.

[0008] The first port can be connected to the outlet of the third heat exchanger and the fifth interface; the second port can be connected to the inlet of the fourth heat exchange section; the third port can be connected to the fourth interface; the fourth port can be connected to the outlet of the fourth heat exchange section; the fifth port can be connected to the first port; the second port can be connected to the inlet of the fourth heat exchanger; the third port can be connected to the inlet of the second heat exchange section; the fourth port can be connected to the second interface; the fifth port can be connected to the inlet of the fifth heat exchanger; the sixth port can be connected to the inlet of the fourth heat exchange section; the first interface can be connected to the outlet of the second heat exchange section; the third interface can be connected to the inlet of the third heat exchanger; the sixth interface and the outlet of the fifth heat exchanger can both be connected to the inlet of the second heat exchange section; and the outlet of the fourth heat exchanger can be connected to the inlet of the fourth heat exchange section.

[0009] The first pump is connected in series between the outlet of the fourth heat exchange section and the fourth port, and the second pump is connected in series between the outlet of the second heat exchange section and the first port.

[0010] The thermal management system provided in this application has fewer valves and a higher degree of integration, which is conducive to miniaturization and reduces the space occupied. Attached Figure Description

[0011] Figure 1 This is a connection diagram of the thermal management system of this application;

[0012] Figure 2 This is a schematic diagram of the hybrid cooling mode of the thermal management system of this application;

[0013] Figure 3 This is a schematic diagram of the battery-only cooling mode of the thermal management system of this application;

[0014] Figure 4 This is a schematic diagram of the passenger cabin single-cooling mode of the thermal management system of this application;

[0015] Figure 5 This is a schematic diagram of the battery heat dissipation mode of the thermal management system of this application;

[0016] Figure 6 This is a schematic diagram of the motor heat dissipation mode of the thermal management system of this application;

[0017] Figure 7 This is a schematic diagram of the first motor cooling mode of the thermal management system of this application;

[0018] Figure 8 This is a schematic diagram of the second motor cooling mode of the thermal management system of this application;

[0019] Figure 9This is a schematic diagram of the first cooling and dehumidification mode of the thermal management system of this application;

[0020] Figure 10 This is a schematic diagram of the second refrigeration and dehumidification mode of the thermal management system of this application;

[0021] Figure 11 This is a schematic diagram of the first hybrid heating mode of the thermal management system of this application;

[0022] Figure 12 This is a schematic diagram of the second hybrid heating mode of the thermal management system of this application;

[0023] Figure 13 This is a schematic diagram of the first passenger cabin thermal mode of the thermal management system of this application;

[0024] Figure 14 This is a schematic diagram of the second passenger cabin single thermal mode of the thermal management system of this application;

[0025] Figure 15 This is a schematic diagram of the hybrid mode of the thermal management system of this application;

[0026] Figure 16 This is a schematic diagram of the first heating and dehumidification mode of the thermal management system of this application;

[0027] Figure 17 This is a schematic diagram of the second heating and dehumidification mode of the thermal management system of this application;

[0028] Figure 18 This is a schematic diagram of the third heating and dehumidification mode of the thermal management system of this application;

[0029] Figure 19 This is a schematic diagram of the fourth heating and dehumidification mode of the thermal management system of this application;

[0030] Figure 20 This is a schematic diagram of the first state of the first valve component;

[0031] Figure 21 This is a schematic diagram of the second state of the first valve component;

[0032] Figure 22 This is a schematic diagram of the third state of the first valve component;

[0033] Figure 23 This is a schematic diagram of the first state of the second valve component;

[0034] Figure 24 This is a schematic diagram of the second state of the second valve component;

[0035] Figure 25 This is a schematic diagram of the third state of the second valve component;

[0036] Figure 26 This is a schematic diagram of the fourth state of the second valve component;

[0037] Figure 27 This is a schematic diagram of the fifth state of the second valve component;

[0038] Figure 28 This is a schematic diagram of the sixth state of the second valve component;

[0039] Figure 29 This is a schematic diagram of the seventh state of the second valve component;

[0040] Figure 30 This is a schematic diagram of the first state of the third valve component;

[0041] Figure 31 This is a schematic diagram of the second state of the third valve component;

[0042] Figure 32 This is a schematic diagram of the third state of the third valve component;

[0043] Figure 33 This is a schematic diagram of the fourth state of the third valve component. Detailed Implementation

[0044] The exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. If several embodiments exist, features in these embodiments may be combined with each other without conflict. When the description refers to the drawings, unless otherwise stated, the same numbers in different drawings represent the same or similar elements. The descriptions in the following exemplary embodiments do not represent all embodiments consistent with the present invention; rather, they are merely examples of apparatuses, products, and / or methods consistent with some aspects of the present invention as set forth in the claims.

[0045] The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of protection of this invention. The singular forms “a,” “the,” or “the” as used in the specification and claims of this invention are also intended to include the plural forms unless the context clearly indicates otherwise.

[0046] It should be understood that the terms "first," "second," and similar words used in the specification and claims of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish features. Similarly, the terms "an" or "a" do not indicate a quantity limitation, but rather indicate the presence of at least one. Unless otherwise stated, the terms "before," "after," "upper," "lower," and similar words appearing in this invention are for ease of explanation only and are not limited to a specific location or spatial orientation. The terms "comprising" or "including" are an open-ended expression, meaning that the element preceding "comprising" or "including" encompasses the element following "comprising" or "including" and its equivalents, but this does not preclude the element preceding "comprising" or "including" from also including other elements. In this invention, the term "several" means two or more.

[0047] According to a specific embodiment of the thermal management system of this application, see [link to specific embodiment]. Figures 1 to 19 As shown, the thermal management system includes a refrigerant system and a coolant system. The refrigerant system and the coolant system are isolated from each other and not connected. The refrigerant system is circulated with refrigerant, and the coolant system is circulated with coolant. The refrigerant can be R134A, R290, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media.

[0048] See Figure 1 The thermal management system includes a first heat exchanger 2 and a second heat exchanger 4. In this embodiment, both the first heat exchanger 2 and the second heat exchanger 4 are dual-channel heat exchangers. The first heat exchanger 2 includes a first heat exchange section 21 and a second heat exchange section 22 that are isolated from each other. The second heat exchanger 4 includes a third heat exchange section 41 and a fourth heat exchange section 42 that are isolated from each other. The refrigerant system includes a compressor 1, a first heat exchange section 21, a throttling device 3, and a third heat exchange section 41. The coolant system includes a second heat exchange section 22 and a fourth heat exchange section 42. Refrigerant flows through the channels of the first heat exchange section 21 and the third heat exchange section 41, while coolant flows through the second heat exchange section 22 and the fourth heat exchange section 42. In this embodiment, the components of the refrigerant system can be indirectly connected through pipes or valves, or they can be integrated into a single structure.

[0049] In this embodiment, the refrigerant system includes a sixth heat exchanger 8, which comprises a fifth heat exchange section 81 and a sixth heat exchange section 82. The inlet of the fifth heat exchange section 81 is connected to the outlet of the first heat exchange section 21, and the outlet of the fifth heat exchange section 81 is connected to the inlet of the throttling device 3. The inlet of the sixth heat exchange section 82 is connected to the outlet of the third heat exchange section 41, and the outlet of the sixth heat exchange section 82 is connected to the inlet of the compressor 1. By setting the sixth heat exchanger 8, heat exchange between the higher-temperature refrigerant and the lower-temperature refrigerant is achieved, reducing the refrigerant temperature before throttling by the throttling device 3, thereby resulting in a lower refrigerant temperature after throttling and better heat exchange at the second heat exchanger 4. Simultaneously, it can also increase the refrigerant temperature before entering the compressor 1, reducing the probability of liquid refrigerant entering the compressor 1, thus protecting the compressor 1. In some other embodiments, the refrigerant system may not include a sixth heat exchanger 8.

[0050] In this embodiment, the refrigerant system includes a bypass branch Z1. The inlet of the bypass branch Z1 is connected to the outlet of the compressor 1, and the outlet of the bypass branch Z1 is connected to the inlet of the compressor 1. The bypass branch Z1 includes a valve component 100. Through the bypass branch Z1, the high-temperature and high-pressure refrigerant flowing out of the compressor 1 can be divided into two paths. One path flows sequentially to the first heat exchange section 21, the fifth heat exchange section 81, the throttling device 3, and the third heat exchange section 41. The other path flows through the valve component 100 and then enters the sixth heat exchange section 82 together with the refrigerant flowing out of the third heat exchange section 41. Under some operating conditions, some refrigerant flows through the bypass branch Z1, and the valve component 100 is in a throttling state, which can increase the inlet temperature of the compressor 1, thereby improving the heat exchange effect.

[0051] In this embodiment, the refrigerant system includes a liquid receiver 9, which is connected in series between the outlet of the first heat exchange section 21 and the inlet of the fifth heat exchange section 81. In other possible embodiments, the liquid receiver 9 can be replaced by a gas-liquid separator, which is disposed between the inlet of the compressor 1 and the outlet of the sixth heat exchange section 82. The gas-liquid separator can separate the gaseous and liquid refrigerant, store the liquid refrigerant, reduce the risk of liquid slugging in the compressor, and can also be used to regulate the refrigerant flow rate in the circulation loop.

[0052] In this embodiment, see Figure 1The coolant system includes a first valve 5, a second valve 6, a third valve 7, a first branch L1, a second branch L2, a third branch L3, a fourth branch L4, a fifth branch L5, a sixth branch L6, a seventh branch L7, and a battery branch Z2. The first branch L1 includes a first pump P1 and a fourth heat exchanger 42. The second branch L2 includes a fourth heat exchanger 104. The third branch L3 includes a second pump P2 and a second heat exchanger 22. The fourth branch L4 includes a fifth heat exchanger 105. The fifth branch L5 includes a third heat exchanger 103. The sixth branch L6 includes a motor heat exchanger 102. The seventh branch L8 includes a third pump P3 and a battery heat exchanger 101. The inlet of the first pump P1 is connected to the outlet of the fourth heat exchange section 42, the inlet of the second pump P2 is connected to the outlet of the second heat exchange section 22, the outlet of the third pump P3 is connected to the inlet of the battery heat exchange device 101, and the outlet of the bypass branch Z1 is connected to the inlet of the third pump P3. The third heat exchanger 103 is used for heat exchange with the atmospheric environment, while the fourth heat exchanger 104 and the fifth heat exchanger 105 are located inside the air conditioning unit.

[0053] The first valve element 5 has a first port 51, a second port 52, a third port 53, a fourth port 54, and a fifth port 55. The first valve element 5 switches the connection state of the five ports through a valve core. The first valve element 5 has three states, see [reference]. Figure 20 When the first valve 5 is in the first state, the first port 51 is connected to the third port 53, and the fourth port 54 is connected to the fifth port 55; see also Figure 21 When the first valve 5 is in the second state, the first port 51 is connected to the second port 52, and the third port 53 is connected to the fourth port 54; see also Figure 22 When the first valve 5 is in the third state, the first port 51 is connected to the second port 52, the fourth port 54 is connected to the third port 53, and the fourth port 54 is connected to the fifth port 55, that is, the first valve 5 is a five-way valve. Of course, in other embodiments, the first valve 5 is a six-way valve, and the first valve 5 has a first port 51, a second port 52, a third port 53, a fourth port 54, a fifth port 55, and a sixth port.

[0054] The second valve component 6 has a first port 61, a second port 62, a third port 63, a fourth port 64, a fifth port 65, and a sixth port 66. The second valve component 6 switches the connection state of the six ports through a valve core. The second valve component 6 has seven states, see [link to documentation]. Figure 23 When the second valve 6 is in the first state, the first port 61 is connected to the second port 62, and the third port 63 is connected to the fourth port 64; see also Figure 24 When the second valve 6 is in the second state, the first port 61 is connected to the sixth port 66, and the third port 63 is connected to the fourth port 64; see also Figure 25When the second valve 6 is in the third state, the first port 61 is connected to the second port 62, the first port 61 is connected to the sixth port 66, and the third port 63 is connected to the fourth port 64; see also Figure 26 When the second valve 6 is in the fourth state, the first port 61 is connected to the second port 62, the first port 61 is connected to the sixth port 66, and the fourth port 64 is connected to the fifth port 65; see also Figure 27 When the second valve 6 is in the fifth state, the first port 61 is connected to the second port 62, and the fourth port 64 is connected to the fifth port 65; see also Figure 28 When the second valve 6 is in the sixth state, the first port 61 is connected to the second port 62, the fourth port 64 is connected to the third port 63, and the fifth port 65 is connected; see also Figure 29 When the second valve 6 is in the seventh state, the first port 61 is connected to the sixth port 66, and the fourth port 64 is connected to the fifth port 65, that is, the second valve 6 is a six-way valve.

[0055] Each of the third valve components 7 has a first interface 71, a second interface 72, a third interface 73, a fourth interface 74, a fifth interface 75, and a sixth interface 76. The third valve component 7 switches the connection state of the six interfaces through a valve core. The third valve component 7 has four states, see [link to documentation]. Figure 30 When the third valve 7 is in the first state, the first port 71 is connected to the third port 73, and the fourth port 74 is connected to the sixth port 76; see also Figure 31 When the third valve 7 is in the second state, the first port 71 is connected to the second port 72, the first port 71 is connected to the third port 73, and the fourth port 74 is connected to the sixth port 76; see also Figure 32 When the third valve 7 is in the third state, the first port 71 is connected to the second port 72, and the third port 73 is connected to the fourth port 74; see also Figure 33 When the third valve 7 is in the fourth state, the first port 71 is connected to the second port 72, and the fourth port 74 is connected to the fifth port 75, that is, the third valve 7 is a six-way valve.

[0056] The coolant system also includes a first branch H1, a second branch H2, a third branch H3, a fourth branch H4, a fifth branch H5, and a sixth branch H6. The outlet of the first branch L1 is connected to the fourth port 54. The outlets of the second branch L2 and the first branch H1 are both connected to the inlet of the first branch L1. The inlet of the first branch H1 is connected to the second port 52. The inlet of the second branch L2 is connected to the second port 62. The outlet of the second branch H2 is connected to the first port 61. The inlet of the second branch H2 is connected to the fifth port 55. The outlet of the third branch L3 is connected to the first interface 71. The outlets of the fourth branch L4 and the third branch H3 are both connected to the inlet of the third branch L3. The inlet of the third branch H3 is connected to the sixth interface. Connection 76: The inlet of the fourth branch L4 is connected to the fifth port 65; the inlet of the fourth branch H4 is connected to the second interface 72; and the outlet of the fourth branch H4 is connected to the fourth port 64. The outlets of the fifth branch L5 and the fifth branch H5 are both connected to the first port 51; the inlet of the fifth branch L5 is connected to the third interface 73; the inlet of the fifth branch H5 is connected to the fifth interface 75; the inlet of the sixth branch L6 is connected to the third port 53; and the outlet of the sixth branch L6 is connected to the fourth interface 74. The four ports of the seventh branch L7 are respectively connected to the outlet of the fourth branch L4, the third port 63, the inlet of the first branch L1, and the outlet of the sixth branch H6; and the inlet of the sixth branch H6 is connected to the sixth port 66.

[0057] Specifically, the first port 51 can be connected to the outlet of the third heat exchanger 103 and the fifth interface 75; the second port 52 can be connected to the inlet of the fourth heat exchange section 42; the third port 53 can be connected to the inlet of the motor heat exchange device 102; the outlet of the motor heat exchange device 102 can be connected to the fourth interface 74; the fourth port 54 can be connected to the outlet of the fourth heat exchange section 42; the fifth port 55 can be connected to the first port 61; the second port 62 can be connected to the inlet of the fourth heat exchanger 104; and the third port 63 and the sixth port 66 can both be connected to the battery heat exchange device 101. The outlet of the battery heat exchanger 101 is connected to the inlet of the second heat exchange section 22 and the inlet of the fourth heat exchange section 42. The fourth port 64 is connected to the second interface 72. The fifth port 65 is connected to the inlet of the fifth heat exchanger 105. The first interface 71 is connected to the outlet of the second heat exchange section 22. The third interface 73 is connected to the inlet of the third heat exchanger 103. The sixth interface 76 and the outlet of the fifth heat exchanger 105 are both connected to the inlet of the second heat exchange section 22. The outlet of the fourth heat exchanger 104 is connected to the inlet of the fourth heat exchange section 42.

[0058] The first pump P1 is connected in series between the outlet of the fourth heat exchange section 42 and the fourth port 54, the second pump P2 is connected in series between the outlet of the second heat exchange section 22 and the first interface 71, and the third port 63 and the sixth port 66 can both be connected to the inlet of the third pump P3.

[0059] One end of battery branch Z2 is connected to the inlet of battery heat exchanger 101, and the other end is connected to the outlet of battery heat exchanger 101. Through battery branch Z2, a portion of the coolant flowing out of battery heat exchanger 101 mixes with another coolant stream and flows back into battery heat exchanger 101. The temperature of the coolant entering battery heat exchanger 101 is regulated by the temperature of the battery itself. In some other embodiments, a third pump P3 may be installed in battery branch Z2 to drive a portion of the coolant flowing out of battery heat exchanger 101 back into battery heat exchanger 101.

[0060] Pumps P1, P2, and P3 power the flow of coolant. Their positions can be adjusted to ensure proper fluid flow. Optionally, all three pumps can be electric water pumps; their types and specifications can be the same or different, depending on the requirements of the thermal management system.

[0061] The battery heat exchanger 101 is used for thermal management of the battery. Optionally, the battery heat exchanger 101 can be an integrated component with the battery as a whole, or it can be a separate component assembled with the battery. The motor heat exchanger 102 is used for thermal management of the motor. Optionally, the motor heat exchanger 102 can be an integrated component with the motor as a whole, or it can be a separate component assembled with the motor.

[0062] The thermal management system provided in this application embodiment can be applied to electric vehicles. The electric vehicle has an air conditioning unit that exchanges heat with the air in the passenger compartment. A fourth heat exchanger 104 and a fifth heat exchanger 105 are disposed within the air conditioning unit. The fourth and fifth heat exchangers 104 and 105 are used for heat exchange with the air in the air conditioning unit to regulate the temperature of the passenger compartment. The fifth heat exchanger 105 is located downstream of the fourth heat exchanger 104 in the airflow. A fan is provided within the air conditioning unit to guide the airflow within it. A third heat exchanger 103 is disposed near the front grille of the vehicle. A fan is provided beside the third heat exchanger 103 to guide the airflow. The third heat exchanger 103 is used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmospheric environment. The third heat exchanger 103, fourth heat exchanger 104, and fifth heat exchanger 105 are all air-cooled heat exchangers, all used for heat exchange with air. The structure of air-cooled heat exchangers is well known to those skilled in the art and will not be described in detail here.

[0063] The thermal management system of this embodiment has multiple operating modes, including heating mode, cooling mode, and dehumidification mode. Under all operating conditions, when compressor 1 is turned on, the first heat exchanger 2 acts as a condenser, where the refrigerant releases heat to the coolant. The second heat exchanger 4 acts as an evaporator, where the refrigerant absorbs heat from the coolant. The fourth heat exchanger 104 acts as a cold air core, which can lower the temperature of the air entering the passenger compartment, and the fifth heat exchanger 105 acts as a warm air core, which can raise the temperature of the air entering the passenger compartment.

[0064] The thermal management system of this embodiment is not only applicable to vehicles, but also to other heat exchange systems that require thermal management. For ease of description, the specification of this application uses vehicles as an example.

[0065] The thermal management system in this embodiment is a secondary loop system. When the compressor 1 is turned on and in operation, the refrigerant flow direction of the refrigerant system does not change even if the operating conditions switch. Specifically, when the refrigerant system is in operation, if the valve component 100 is in the closed state, the outlet of the compressor 1, the first heat exchange section 21, the liquid receiver 9, the fifth heat exchange section 81, the throttling device 3, the third heat exchange section 41, the sixth heat exchange section 82, and the inlet of the compressor 1 are connected. If the valve component 100 is in the throttling state, the outlet of the compressor 1, the first heat exchange section 21, the liquid receiver 9, the fifth heat exchange section 81, the throttling device 3, the third heat exchange section 41, the sixth heat exchange section 82, and the inlet of the compressor 1 are connected, as are the outlet of the compressor 1, the valve component 100, the sixth heat exchange section 82, and the inlet of the compressor 1.

[0066] The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, causing the coolant temperature in the circuit containing the second heat exchange section 22 to rise. The refrigerant in the third heat exchange section 41 absorbs heat from the coolant in the fourth heat exchange section 42, causing the coolant temperature in the circuit containing the fourth heat exchange section 42 to decrease. Using a secondary circuit system can reduce the amount of refrigerant charged, resulting in a lower leakage rate and making it more conducive to the integration of the refrigerant system and miniaturization.

[0067] When the ambient temperature is high, the thermal management system is in cooling mode. In cooling mode, valve component 100 is in the closed state. Depending on whether the passenger cabin and battery have cooling requirements, it is divided into mixed cooling mode, battery-only cooling mode and passenger cabin-only cooling mode.

[0068] When both the passenger cabin and the battery require cooling, the thermal management system operates in a hybrid cooling mode. (See also...) Figure 2 When compressor 1 is turned on, the refrigerant system is in operation. In the coolant system, the first valve 5 is in the first state, the second valve 6 is in the third state, and the third valve 7 is in the first state, forming four coolant circuits in the coolant system.

[0069] In the first coolant circuit, the outlet of the second pump P2, the third heat exchanger 103, the motor heat exchanger 102, the second heat exchange section 22, and the inlet of the second pump P2 are connected sequentially. The motor heat exchanger 102 is connected to the third heat exchanger 103 to dissipate heat from the motor. The second heat exchange section 22 is connected to the third heat exchanger 103, releasing most of the heat to the atmosphere. Since the second heat exchange section 22 is not connected to the fifth heat exchanger 105, the coolant does not flow through the fifth heat exchanger 105 and therefore does not release heat to the passenger compartment.

[0070] In the second coolant circuit, the outlet of the first pump P1, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected sequentially. The coolant, cooled in the fourth heat exchange section 42, flows to the fourth heat exchanger 104, where it exchanges heat with the air in the air conditioning unit to cool the passenger compartment. The coolant, heated after flowing through the fourth heat exchanger 104, flows back to the fourth heat exchange section 42 to be cooled again, and so on in a cycle.

[0071] In the third coolant circuit, the outlet of the first pump P1, the third pump P3, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. The coolant cooled in the fourth heat exchange section 42 flows to the battery heat exchange device 101 to achieve battery cooling.

[0072] In the fourth coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0073] To ensure the cooling effect of the passenger cabin, the outlet coolant temperature of the fourth heat exchanger 42 is relatively low. If a fourth coolant circuit is not provided, the inlet of the battery heat exchanger 101 is directly connected to the outlet of the fourth heat exchanger 42. On the one hand, the excessively low coolant temperature will damage the battery. On the other hand, due to the large size of the battery, the temperature of the coolant flowing out of the battery heat exchanger 101 after heat exchange with the battery is relatively high. This will result in a high inlet coolant temperature for the fourth heat exchanger 42. The heat exchange capacity of the fourth heat exchanger 104 is limited, and it cannot ensure that the outlet coolant temperature of the fourth heat exchanger 42 is low enough, thus affecting the cooling effect of the passenger cabin.

[0074] In this application, the coolant with a higher temperature flowing out of the battery heat exchange device 101 is mixed with the coolant with a lower temperature flowing out of the fourth heat exchange section 42, and then flows into the battery heat exchange device 101, so that the temperature of the coolant flowing into the battery heat exchange device 101 is more suitable, thereby meeting the heat exchange requirements of the passenger compartment while protecting the battery.

[0075] When only the battery requires cooling, the thermal management system operates in battery-only cooling mode. See also... Figure 3The system connection states in the battery-only cooling mode and the hybrid cooling mode are roughly the same. For details on these similarities, please refer to the description of the hybrid cooling mode; they will not be repeated here. The difference lies in that the second valve 6 is in the second state. The coolant system forms the first and third coolant circuits in the hybrid cooling mode described above, achieving battery cooling. At this time, since only the battery needs cooling, the coolant temperature at the outlet of the fourth heat exchange section 42 can be adjusted to a more suitable temperature.

[0076] When only the passenger cabin requires cooling, the thermal management system operates in passenger cabin-only cooling mode. See also Figure 4 The system connection states of the passenger cabin single-cooling mode and the hybrid cooling mode are largely the same; for similarities, please refer to the relevant description of the hybrid cooling mode, which will not be repeated here. The difference lies in that the second valve 6 is in the first state. The coolant system forms the first and second coolant circuits of the above-mentioned hybrid cooling mode, which can achieve cooling of the passenger cabin.

[0077] This application uses the third valve 7 and the third channel H3 to isolate the second heat exchange section 22 from the fifth heat exchanger 105, so that no heat is released to the passenger compartment.

[0078] The thermal management system includes battery cooling modes, see [link / reference]. Figure 5 In battery cooling mode, compressor 1 is off. In the coolant system, the first valve 5 is in the third state, the second valve 6 is in the seventh state, and the third valve 7 is in the third state. The coolant system forms three coolant circuits.

[0079] In the first type of coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. Heat dissipation of the motor is achieved through the connection between the motor heat exchanger 102 and the third heat exchanger 103.

[0080] In the second type of coolant circuit, the outlet of the first pump P1, the third pump P3, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. Battery heat dissipation is achieved through the third heat exchanger 103.

[0081] In the third type of coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0082] The thermal management system includes motor cooling modes, see [link / reference]. Figure 6 In motor cooling mode, compressor 1 is off. In the coolant system, first valve 5, second valve 6, and third valve 7 are all in the first state. The coolant system forms two coolant circuits.

[0083] In the first type of coolant circuit, the outlet of the second pump P2, the third heat exchanger 103, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the second pump P2 are connected in sequence. Heat dissipation of the motor is achieved through the connection between the motor heat exchange device 102 and the third heat exchanger 103.

[0084] In the second type of coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0085] When the ambient temperature is moderate, the passenger cabin heating demand is not high, and the battery has no demand, the thermal management system is in motor cooling mode, which includes a first motor cooling mode and a second motor cooling mode.

[0086] The thermal management system operates in the first motor cooling mode, with compressor 1 shut down. In the coolant system, the first valve 5 is in the third state, the second valve 6 is in the fifth state, and the third valve 7 is in the third state. The coolant system forms two coolant circuits.

[0087] In the first type of coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. Heat dissipation of the motor is achieved through the connection between the motor heat exchanger 102 and the third heat exchanger 103.

[0088] In the second type of coolant circuit, the inlet of the first pump P1, the fourth heat exchanger 104, the fourth heat exchange section 42, and the outlet of the first pump P1 are connected in sequence.

[0089] The thermal management system operates in the second motor cooling mode. The system connection status of the second motor cooling mode is largely the same as that of the first motor cooling mode; for similarities, please refer to the relevant description of the first motor cooling mode, which will not be repeated here. See also Figure 8 The difference lies in that the third valve 7 is in the fourth state. The coolant system forms two coolant circuits.

[0090] In the first type of coolant circuit, the outlet of the first pump P1, the motor heat exchange device 102, the fourth heat exchange unit 42, and the inlet of the first pump P1 are connected in sequence.

[0091] In the second type of coolant circuit, the inlet of the first pump P1, the fourth heat exchanger 104, the fourth heat exchange section 42, and the outlet of the first pump P1 are connected in sequence. The fourth heat exchange section 42 absorbs the waste heat from the motor heat exchange device 102, and through heat exchange between the third heat exchange section 41 and the fourth heat exchange section 42, the waste heat of the motor is used for heating the passenger cabin, while simultaneously cooling the motor.

[0092] When the ambient temperature and humidity are high, the thermal management system is in cooling and dehumidification mode. In cooling and dehumidification mode, valve component 100 is in the closed state. Depending on whether the battery has a cooling requirement, it is divided into first cooling and dehumidification mode and second cooling and dehumidification mode.

[0093] When the passenger cabin requires cooling and dehumidification, and the battery needs cooling, the thermal management system operates in the first cooling and dehumidification mode. (See also...) Figure 9 When compressor 1 is turned on, the refrigerant system is in operation. In the coolant system, the first valve 5 is in the first state, the second valve 6 is in the fourth state, and the third valve 7 is in the second state, forming five coolant circuits in the coolant system.

[0094] In the first coolant circuit, the outlet of the second pump P2, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the second pump P2 are connected in sequence.

[0095] In the second coolant circuit, the outlet of the second pump P2, the third heat exchanger 103, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the second pump P2 are connected sequentially. Heat dissipation of the motor is achieved through the connection between the motor heat exchange device 102 and the third heat exchanger 103. The connection between the second heat exchange section 22 and the third heat exchanger 103 releases most of the heat into the atmospheric environment.

[0096] In the third coolant circuit, the inlet of the first pump P1, the fourth heat exchanger 104, the fourth heat exchange section 42, and the outlet of the first pump P1 are connected in sequence. The humid air in the air conditioning unit flows through the lower-temperature fourth heat exchanger 104, where the moisture in the air is condensed upon cooling, thus achieving dehumidification.

[0097] In the fourth coolant circuit, the outlet of the first pump P1, the third pump P3, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. The low-temperature coolant in the fourth heat exchange section 42 flows through the battery heat exchange device 101 to cool the battery.

[0098] In the fifth coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0099] In this application, since the air conditioning unit is equipped with a damper, the fifth heat exchanger 105 does not exchange heat with the air in the air conditioning unit. The fifth heat exchanger 105 is used as a pipeline. However, when the refrigerant system has sufficient cooling capacity, the damper can be opened so that the coolant heated in the second heat exchange section 22 can flow through the fifth heat exchanger 105 for supplementing the passenger compartment with heat.

[0100] When the passenger cabin requires cooling and dehumidification, the thermal management system operates in the second cooling / dehumidification mode. The system connection status in the second cooling / dehumidification mode is largely the same as in the first mode; for details on these similarities, please refer to the description of the first mode, which will not be repeated here. See also... Figure 10 The difference lies in that the second valve 6 is in the fifth state. The coolant system forms the first coolant circuit, the second coolant circuit, and the third coolant circuit of the first refrigeration and dehumidification mode described above.

[0101] When the ambient temperature is low, the thermal management system is in heating mode, and valve component 100 is in the off state. Depending on whether the passenger cabin and battery have heating needs, it is divided into a first mixed heating mode, a second mixed heating mode, a first passenger cabin single heating mode, a second passenger cabin single heating mode, and a mixed mode.

[0102] When both the passenger cabin and battery require heating, and there is sufficient ambient heat, the thermal management system operates in the first hybrid heating mode. (See [link to relevant documentation]). Figure 11 When compressor 1 is turned on, the refrigerant system is in operation. In the coolant system, the first valve 5 is in the second state, the second valve 6 is in the sixth state, and the third valve 7 is in the third state, forming four coolant circuits in the coolant system.

[0103] In the first coolant circuit, the outlet of the second pump P2, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the second pump P2 are connected sequentially. The coolant, heated in the second heat exchange section 22, flows to the fifth heat exchanger 105, where it exchanges heat with the air in the air conditioning unit to heat the passenger cabin. The coolant, cooled after flowing through the fifth heat exchanger 105, flows back to the second heat exchange section 22 to be heated again, and so on in a cycle.

[0104] In the second coolant circuit, the outlet of the second pump P2, the third pump P3, the battery heat exchange device 101, the second heat exchange section 22, and the inlet of the second pump P2 are connected sequentially. The coolant heated in the second heat exchange section 22 flows to the battery heat exchange device 101 to heat the battery.

[0105] In the third coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0106] In the fourth coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. Heat is released to the atmosphere through the third heat exchanger 103 to lower the temperature of the coolant. With the circulation of the coolant, the motor is cooled and the heat exchange requirements at the first heat exchanger 2 are met.

[0107] When both the passenger cabin and battery require heating, and there is sufficient waste heat from the motor, the thermal management system operates in the second hybrid heating mode. The system connection status of the second hybrid heating mode is largely the same as that of the first hybrid heating mode; for similarities, please refer to the relevant description of the first hybrid heating mode, which will not be repeated here. See [link to relevant documentation]. Figure 12 The difference lies in that the third valve 7 is in the fourth state. The coolant system forms the first, second, and third coolant circuits of the first mixed heating mode described above, and also forms another fourth coolant circuit.

[0108] In the fourth coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. The coolant in the fourth heat exchange section 42 absorbs the waste heat from the motor heat exchanger 102, and the coolant in the fourth heat exchange section 42 exchanges heat with the refrigerant in the third heat exchange section 41 for heating the passenger cabin.

[0109] When only the passenger cabin requires heating, and the ambient temperature is sufficient, the thermal management system operates in the first passenger cabin-only heating mode. (See also...) Figure 13 When compressor 1 is turned on, the refrigerant system is in operation. In the coolant system, the first valve 5 is in the second state, the second valve 6 is in the fifth state, and the third valve 7 is in the third state, forming two coolant circuits in the coolant system.

[0110] In the first type of coolant circuit, the outlet of the second pump P2, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the second pump P2 are connected in sequence. The coolant heated in the second heat exchange section 22 flows to the fifth heat exchanger 105, where it exchanges heat with the air in the air conditioning unit to achieve heating of the passenger cabin.

[0111] In the second type of coolant circuit, the outlet of the first pump P1, the motor heat exchange device 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. Heat is released to the atmospheric environment through the third heat exchanger 103 to reduce the temperature of the coolant. With the circulation of the coolant, the motor is cooled and the heat exchange requirements at the first heat exchanger 2 are met.

[0112] When only the passenger cabin requires heating and the waste heat from the motor is sufficient, the thermal management system operates in the second passenger cabin single-heating mode. The system connection status of the second passenger cabin single-heating mode is largely the same as that of the first passenger cabin single-heating mode; similarities can be found in the description of the first passenger cabin single-heating mode, and will not be repeated here. See [link to relevant documentation]. Figure 14 The difference lies in that the third valve 7 is in the fourth state. The coolant system forms the first coolant circuit of the first passenger cabin single-heat mode described above, and also forms another second coolant circuit.

[0113] In the second coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. The coolant in the fourth heat exchange section 42 absorbs the waste heat from the motor heat exchanger 102, and the coolant in the fourth heat exchange section 42 exchanges heat with the refrigerant in the third heat exchange section 41 for heating the passenger cabin.

[0114] When the passenger cabin requires heating and the battery requires cooling, the thermal management system operates in hybrid mode. (See also...) Figure 15 In hybrid mode, compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, the first valve 5 is in the second state, the second valve 6 is in the seventh state, and the third valve 7 is in the third state, forming four coolant circuits in the coolant system.

[0115] In the first coolant circuit, the outlet of the first pump P1, the third pump P3, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected sequentially. The coolant cooled in the fourth heat exchange section 42 flows to the battery heat exchange device 101 to achieve battery cooling.

[0116] In the second coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. The coolant cooled in the fourth heat exchange section 42 flows to the motor heat exchanger 102 to cool the motor.

[0117] In the third coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0118] In the fourth coolant circuit, the outlet of the second pump P2, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the second pump P2 are connected in sequence. The coolant heated in the second heat exchange section 22 flows to the fifth heat exchanger 105, where it exchanges heat with the air in the air conditioning unit to achieve heating of the passenger cabin.

[0119] When the ambient temperature is low and the humidity is high, the windshield is prone to fogging, posing a safety hazard. The passenger cabin requires heating and dehumidification, and the thermal management system is in heating and dehumidification mode. In this mode, valve component 100 is in the off state. Based on the battery's heat exchange requirements, there are four heating and dehumidification modes: the first, the second, the third, and the fourth.

[0120] When the passenger cabin requires heating and dehumidification, and the ambient temperature is sufficient, the thermal management system operates in the first heating and dehumidification mode. (See below) Figure 16When compressor 1 is turned on, the refrigerant system is in operation. In the coolant system, the first valve 5 is in the third state, the second valve 6 is in the fifth state, and the third valve 7 is in the third state, forming three coolant circuits in the coolant system.

[0121] In the first coolant circuit, the outlet of the first pump P1, the fourth heat exchanger 104, the fourth heat exchange section 42 and the inlet of the first pump P1 are connected in sequence.

[0122] In the second coolant circuit, the outlet of the second pump P2, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the second pump P2 are connected sequentially. The humid air in the air conditioning unit first flows through the lower-temperature fourth heat exchanger 104, where the moisture in the air is condensed upon cooling, thus achieving dehumidification; then it flows through the higher-temperature fifth heat exchanger 105, where the dehumidified air is heated, thus achieving heating and dehumidification.

[0123] In the third coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. Heat is released to the atmosphere through the third heat exchanger 103 to lower the temperature of the coolant. With the circulation of the coolant, the motor is cooled and the heat exchange requirements at the first heat exchanger 2 are met.

[0124] When the passenger cabin requires heating and dehumidification, and there is sufficient waste heat from the motor, the thermal management system operates in the second heating and dehumidification mode. The system connection status of the second heating and dehumidification mode is largely the same as the first mode; for details, please refer to the description of the first mode, which will not be repeated here. See also... Figure 17 The difference lies in that the third valve 7 is in the fourth state. The coolant system forms the first and second coolant circuits of the first heating and dehumidification mode described above, and also forms a third coolant circuit.

[0125] In the third coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the fourth heat exchanger 42, and the inlet of the first pump P1 are connected in sequence. The coolant in the fourth heat exchanger 42 absorbs the waste heat from the motor heat exchanger 102, and the coolant in the fourth heat exchanger 42 exchanges heat with the refrigerant in the third heat exchanger 41 for heating the passenger cabin.

[0126] When the passenger cabin requires heating and dehumidification, and the battery also requires heating, the thermal management system operates in the third heating and dehumidification mode. The system connection status of the third heating and dehumidification mode is largely the same as that of the first mode; for similarities, please refer to the relevant description of the first mode, which will not be repeated here. See also Figure 18The difference lies in that the second valve 6 is in the sixth state. The coolant system forms the first coolant circuit, the second coolant circuit, and the third coolant circuit of the first heating and dehumidification mode described above, and also forms a fourth coolant circuit.

[0127] In the fourth coolant circuit, the outlet of the second pump P2, the third pump P3, the battery heat exchange device 101, the second heat exchange section 22, and the inlet of the second pump P2 are connected sequentially. The coolant heated in the second heat exchange section 22 flows into the battery heat exchange device 101 to heat the battery.

[0128] When the passenger cabin requires heating and dehumidification, and the battery needs cooling, the thermal management system operates in the fourth heating and dehumidification mode. The system connection status of the fourth heating and dehumidification mode is largely the same as that of the first mode; for details, please refer to the description of the first mode, which will not be repeated here. See also... Figure 19 The difference lies in that the second valve 6 is in the fourth state, and the third valve 7 is in the fourth state. The coolant system forms the first and second coolant circuits of the first heating and dehumidification mode described above, and also forms a third and a fourth coolant circuit.

[0129] In the third type of coolant circuit, the outlet of the first pump P1, the motor heat exchanger 102, the fourth heat exchanger 42, and the inlet of the first pump P1 are connected in sequence. The coolant in the fourth heat exchanger 42 absorbs the waste heat from the motor heat exchanger 102, and the coolant in the fourth heat exchanger 42 exchanges heat with the refrigerant in the third heat exchanger 41 for heating the passenger cabin.

[0130] In the fourth coolant circuit, the outlet of the second pump P2, the third pump P3, the battery heat exchange device 101, the second heat exchange section 22, and the inlet of the second pump P2 are connected in sequence. The coolant cooled in the fourth heat exchange section 42 flows to the battery heat exchange device 101 to achieve battery cooling.

[0131] In related technologies, thermal management systems include two four-way valves, one three-way valve, and four proportional three-way valves, achieving the aforementioned multiple modes through the switching of these seven valves. This application replaces the functions of these seven valves with a first valve 5, a second valve 6, and a third valve 7, resulting in fewer valves, higher integration of the coolant system, reduced piping, less space occupation, and lower costs. Furthermore, it reduces the number of connection points in the system, lowering the possibility of leakage.

[0132] In this application, the "connection" between two components can be a direct connection or a connection via a pipeline. The two components may only have a pipeline between them, or they may have a valve or other component in addition to a pipeline. Similarly, the "connection" between two components in this application can be a direct connection or a connection via a pipeline. The two components may only have a pipeline connection, or they may have a valve or other component in addition to a pipeline connection.

[0133] It should be understood that the various modes of the thermal management system of this application are independent of each other and can all be started directly. There is no order in which the modes operate. The descriptions involving progressive relationships in the above description are only for ease of understanding and should not be interpreted as indicating that the two modes operate in a certain order.

[0134] The above embodiments are only used to illustrate the present invention and are not intended to limit the technical solutions described in the present invention. The understanding of the present invention should be based on those skilled in the art. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still make modifications or equivalent substitutions to the present invention. All technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A thermal management system, characterized by, The heat management system comprises a third heat exchanger (103), a fourth heat exchanger (104), a fifth heat exchanger (105), a first valve (5), a second valve (6), a third valve (7), a first pump (P1) and a second pump (P2), the first valve (5) has a first port (51), a second port (52), a third port (53), a fourth port (54) and a fifth port (55), the second valve (6) has a first port (61), a second port (62), a third port (63), a fourth port (64), a fifth port (65) and a sixth port (66), the third valve (7) has a first interface (71), a second interface (72), a third interface (73), a fourth interface (74), a fifth interface (75) and a sixth interface (76); The first port (51) can be communicated with the outlet of the third heat exchanger (103) and the fifth interface (75), the second port (52) can be communicated with the inlet of the fourth heat exchange part (42), the third port (53) can be communicated with the fourth interface (74), the fourth port (54) can be communicated with the outlet of the fourth heat exchange part (42), the fifth port (55) can be communicated with the first port (61), the second port (62) can be communicated with the inlet of the fourth heat exchanger (104), the third port (63) can be communicated with the inlet of the second heat exchange part (22), the fourth port (64) can be communicated with the second interface (72), the fifth port (65) can be communicated with the inlet of the fifth heat exchanger (105), the sixth port (66) can be communicated with the inlet of the fourth heat exchange part (42), the first interface (71) can be communicated with the outlet of the second heat exchange part (22), the third interface (73) can be communicated with the inlet of the third heat exchanger (103), the sixth interface (76) and the outlet of the fifth heat exchanger (105) can be communicated with the inlet of the second heat exchange part (22), the outlet of the fourth heat exchanger (104) can be communicated with the inlet of the fourth heat exchange part (42); The first pump (P1) is connected between the outlet of the fourth heat exchange part (42) and the fourth port (54), and the second pump (P2) is connected between the outlet of the second heat exchange part (22) and the first interface (71). ​ 2. The thermal management system of claim 1, wherein, The first port (51) is in communication with the third port (53), the fourth port (54) is in communication with the fifth port (55), or the first port (51) is in communication with the second port (52), the third port (53) is in communication with the fourth port (54), or the first port (51) is in communication with the second port (52), the fourth port (54) is in communication with the third port (53), and the fourth port (54) is in communication with the fifth port (55); The first port (51) is in communication with the third port (53), the fourth port (54) is in communication with the fifth port (55), or the first port (51) is in communication with the second port (52), the third port (53) is in communication with the fourth port (54), or the first port (51) is in communication with the second port (52), the fourth port (54) is in communication with the third port (53), and the fourth port (54) is in communication with the fifth port (55); The first port (51) is in communication with the third port (53), the fourth port (54) is in communication with the fifth port (55), or the first port (51) is in communication with the second port (52), the third port (53) is in communication with the fourth port (54), or the first port (51) is in communication with the second port (52), the fourth port (54) is in communication with the third port (53), and the fourth port (54) is in communication with the fifth port (55); 3. The thermal management system of claim 1, wherein, The heat management system comprises a refrigerant system and a coolant system, the refrigerant system comprising the compressor (1), the first heat exchange unit (21), the throttling device (3), and the third heat exchange unit (41), the throttling device (3) being connected in series between the outlet of the first heat exchange unit (21) and the inlet of the third heat exchange unit (41); The heat management system comprises a refrigerant system and a coolant system, the refrigerant system comprising the compressor (1), the first heat exchange unit (21), the throttling device (3), and the third heat exchange unit (41), the throttling device (3) being connected in series between the outlet of the first heat exchange unit (21) and the inlet of the third heat exchange unit (41); The cooling liquid system comprises a battery heat exchange device (101), a motor heat exchange device (102), the third heat exchanger (103), the fourth heat exchanger (104), the fifth heat exchanger (105), the second heat exchange part (22), the fourth heat exchange part (42), the first pump (P1), the second pump (P2) and the third pump (P3), the third heat exchanger (103) is used for heat exchange with an atmospheric environment, the fourth heat exchanger (104) and the fifth heat exchanger (105) are arranged in an air conditioner box; The third port (63) and the sixth port (66) can communicate with the inlet of the third pump (P3), the outlet of the third pump (P3) can communicate with the inlet of the battery heat exchange device (101), the outlet of the battery heat exchange device (101) can communicate with the inlet of the fourth heat exchange part (42) and the inlet of the second heat exchange part (22), the inlet of the motor heat exchange device (102) can communicate with the third port (53), and the outlet of the motor heat exchange device (102) can communicate with the fourth port (74).

4. The thermal management system of claim 3, wherein, The cooling liquid system comprises a battery branch (Z2), one end of the battery branch (Z2) is connected with the inlet of the third pump (P3), and the other end of the battery branch (Z2) is connected with the outlet of the battery heat exchange device (101).

5. The thermal management system of claim 3, wherein, The heat management system has a mixed refrigeration mode, in the mixed refrigeration mode, the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the throttling device (3) is in a throttling state, the first port (51) communicates with the third port (53), the fourth port (54) communicates with the fifth port (55), the first port (61) communicates with the second port (62), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) communicates with the sixth port (66), the first port (61) 6. The thermal management system of claim 3, wherein, The heat management system has a passenger cabin single cooling mode and a battery single cooling mode, in which the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the throttling device (3) is in a throttling state, the first port (51) and the third port (53) are communicated, the fourth port (54) and the fifth port (55) are communicated, the first interface (71) and the third interface (73) are communicated, the fourth interface (74) and the sixth interface (76) are communicated, the second pump (P2), the third heat exchanger (103), the motor heat exchange device (102) and the second heat exchange part (22) are communicated; In the passenger cabin single cooling mode, the first port (61) and the second port (62) are communicated, the first pump (P1), the fourth heat exchanger (104) and the fourth heat exchange part (42) are communicated; In the battery single cooling mode, the first port (61) and the sixth port (66) are communicated, the first pump (P1), the third pump (P3), the battery heat exchange device (101) and the fourth heat exchange part (42) are communicated.

7. The thermal management system of claim 3, wherein, The heat management system includes a first mixed heating mode and a second mixed heating mode, in which the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the throttling device (3) is in a throttling state, the first port (51) and the second port (52) are communicated, the third port (53) and the fourth port (54) are communicated, the fourth port (64) and the third port (63) are communicated, the fourth port (64) and the fifth port (65) are communicated, the first interface (71) and the second interface (72) are communicated, the second pump (P2), the fifth heat exchanger (105) and the second heat exchange part (22) are communicated, the second pump (P2), the third pump (P3), the battery heat exchange device (101) and the second heat exchange part (22) are communicated; In the first mixed heating mode, the fourth interface (74) and the third interface (73) are communicated, the first pump (P1), the motor heat exchange device (102), the third heat exchanger (103) and the fourth heat exchange part (42) are communicated; In the second mixed heating mode, the fourth interface (74) and the fifth interface (75) are communicated, the first pump (P1), the motor heat exchange device (102) and the fourth heat exchange part (42) are communicated.

8. The thermal management system of claim 3, wherein, The heat management system comprises a first refrigeration and dehumidification mode, in which the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the throttling device (3) is in a throttling state, the first port (51) and the third port (53) are communicated, the fourth port (54) and the fifth port (55) are communicated, the first port (61) and the second port (62) are communicated, the first port (61) and the sixth port (66) are communicated, the fourth port (64) and the fifth port (65) are communicated, the first interface (71) and the second interface (72) are communicated, the first interface (71) and the third interface (73) are communicated, the fourth interface (74) and the sixth interface (76) are communicated, the first pump (P1), the fourth heat exchanger (104) and the fourth heat exchange part (42) are communicated, the second pump (P2), the fifth heat exchanger (105) and the second heat exchange part (22) are communicated, and the second pump (P2), the third heat exchanger (103), the motor heat exchange device (102) and the second heat exchange part (22) are communicated.

9. The thermal management system of claim 3, wherein, The heat management system comprises a first refrigeration and dehumidification mode, in which the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the throttling device (3) is in a throttling state, the first port (51) and the third port (53) are communicated, the fourth port (54) and the fifth port (55) are communicated, the first port (61) and the second port (62) are communicated, the fourth port (64) and the fifth port (65) are communicated, the first interface (71) and the second interface (72) are communicated, the first interface (71) and the third interface (73) are communicated, the fourth interface (74) and the sixth interface (76) are communicated, the first pump (P1), the fourth heat exchanger (104) and the fourth heat exchange part (42) are communicated, the second pump (P2), the fifth heat exchanger (105) and the second heat exchange part (22) are communicated, and the second pump (P2), the third heat exchanger (103), the motor heat exchange device (102) and the second heat exchange part (22) are communicated.

10. The thermal management system of claim 3, wherein, The heat management system has a first refrigeration and dehumidification mode, in which the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the first port (51) and the third port (53) are communicated, the fourth port (54) and the fifth port (55) are communicated, the first port (61) and the second port (62) are communicated, the first port (61) and the sixth port (66) are communicated, the fourth port (64) and the fifth port (65) are communicated, the first interface (71) and the second interface (72) are communicated, the first interface (71) and the third interface (73) are communicated, the fourth interface (74) and the sixth interface (76) are communicated, the second pump (P2), the fifth heat exchanger (105) and the second heat exchange part (22) are communicated, the second pump (P2), the third heat exchanger (103), the motor heat exchange device (102) and the second heat exchange part (22) are communicated, the first pump (P1), the fourth heat exchanger (104) and the fourth heat exchange part (42) are communicated, and the first pump (P1), the third pump (P3), the battery heat exchange device (101) and the fourth heat exchange part (42) are communicated.

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